Motor vehicle



June 7, 1949. H. R. VAN vLEcK MOTOR VEHICLE 3 Sheets-Sheet 1 Filed Feb.14, 1946 INVENTOR l (llllllllll ATTORNEYS -June 7, 1949. H. R. VAN vLEcKMOTOR VEHICLE 3 Shee'tS-Sheet 2 l Filed Feb. 14, 1946 "null" Mm www Mwas Jne 7, 1949. H. R. VAN vLEcK MOTOR VEHICLE 3 Sheets-Sheet 3 I FiledFeb. 14, 194e v INVENTQR 4 ,vo/mca- H. ww nec/f ATTORN EYS Patented June7, 1949 fri-Ni TAE-o f s rATfEs liet4 N MOTOR VEHICIE Horace yR. VanAVleckjll'ip'er 'MontlinN 'ApplicationfFebr-uary 14, 1946,'1`SerialvN0.`64'758B 31s,

This invention relates tomotor vehiclesand has for its object certainhighly useful improvements in their construction to-permit the use ofapower take-off device'to'operate a generator at a substantiallyconstant and predetermined speedto assure the generation of asubstantially constant and predetermined amount of electrical current.Many motor vehicles employed to handle liquid fuel, oil and gasoline,are `provided `withzfpower take-off devices ,mechanically coupledto`pumps to deliver the fuel. 'Such an arrangement has worked quite Wellontrucks but-is of course'not well adapted fortrac'tor-rtrailers, whichare coming into widespread=use- Furthermore, as now constructed, thesetrucks .cannot deliver the fuel .f

as rapidly'l as desired for-certain purposes. Inthe case oftractor-trailers, ithas also beenproposed to use a powertake-off'deviceito generate electrical current with which in turnitooperate the pumps7 thepower talre-ofIE-andA generator beingL on f thetractor andthepumps being yon the trailer. The amount ofcurrent-generated fiuctuates so widely thatthe pumps cannot he operatedat constant and predetermined speedspwith consequent iluctuation inamount of fuel delivered, andthe amount of current generated isinsufficient to operate the pumps as rapidly :as desired, orto operatelarger pumps. Equipment with such limited performance is particularlydisadvanta'geous When is desired quickly to refuel 'air liners atairport stops along their route. This operation should take no more time`than that required normally to load .and unload Lpassengers. Thereis'therefore a pronounced needfor motor vehicle equipment capable ofpumping much greater quanand predetermined speed andtherefore to gener-,A

ate a substantially constant land predetermined amount of electricalcurrent Voltage with which to operatesthelpumps.

lin-accordance Withlthe invention,` thej improvement comprises-a -powerVtake-oil?operatively -asscciated with theipropellershat` of thevehicle, the povverltalre-off-l having at leas'ttWo power takeoi shafts.One -of the power-take-of Shafts `is operativelyconnectedWitha'generatorsupported oy the vehicle, anotherlpowertake-'Ashaft ,being `be readily selected ito .permit operation of thegenerator-at -hi-gh-1speed;and :the motor or engine The igeneratorqisadvantageously. mounted on the vehicle directly bove,the :power`take-oli. Thiais; particularlysuitableffinfa tractor-trailerarrangement-'because the space ,necessaryY for` the generator lisreadily provided-on the 'top of lthe ltractor intermediateitsfcabfandfthe tfront i endof 'the-trailer whenjhookedgonto lthetractor.

The space, fr noreover, is ample 4for 1 a -fsuicientl'y large generator.On lthe otherhandl lthe generator may of course -be mountedat :anyVothersuitale place, iorexamplezbelow the chassis of.: the vehicle,whether-truek orft'ractor. Sp-ace isgusuallyfat a premium,=however.finthe caseof. trucks, particularly if a large-,generatorjis=required. =Forthat and other lreasons "the ftractor-trailerarr-angementgistoybeypreferredwhenipossible.

These Iand other -featuresgof .the invention will be better*understeedaby lreferring to the accoml pan-yingdrawings;rtakenfin-conjunction ywiththe vlfollowing description, in-whichi- .i

Fig. ,-1 fis a diagrammatic plan -'view with cutawaygportions i,of .fatractor-trailer arrangement illustrative off-a practiceiofthe=invention;

FigL 2 isf-.aside elevatini with cutaway portions Fig. is `asideelevation in .part from 'the opposite side, :with cutaway portions ;V

Fig 14 'is-1an zenlargdwexterior. diagrammatic .perspective l-viewshowing fthe manner in which the*powerftake-oilfgene'rator;gover'no'randi-engine are 'coupledmand .-Fig. 5 is an:'.enla'rg'ed-.ihterior 'diagrammatic perspective view '-sho'v'iing the`manner lin 'which thep'arts lare coupled.

Referring rst to Fig. 1, the apparatus-f shown compr-isesjaltractorfdflany desired form which is connected tofa tank-'trailer FII -bya'suitable couplingfo'r'svvivel joint, such as a fifth Wheel l 2.

f'The :trailer infcludes-jaf-chassis "|13 and tank lll `housedfinabodyl'ionthe chassis, the tankjbeing 3 provided with openings (notshown) through which it may be filled with liquid fuel.

The tractor includes an engine or motor it which may be of the internalcombustion type, the usual clutch, enclosed in a housing i6', and theusual transmission or gear box ll which is connected to the rear wheelsof the tractor through a power take-off 2c intermediate a forwardpropeller shaft section 2| and a rearward propeller shaft section 22. Asbetter shown in Fig. 2, the power take-off connects vertically with agenerator 23 in a housing 2&5, both of which are supported on top of thetractor directly behind its cab 25. The generator is normallydisconnected from the tractor engine and to this end the power take-offis provided with a clutch, to be described below, operated by a selector2t which may, in turn, be coupled mechanically, electrically,hydraulically or pneumatically with the power take-orf clutch. In thepresent construction, the operation is pneumatic, the necessarycompressed air being obtained from an air tank 2'! (communicating withair brakes, not shown, for the wheels, for example as shown in my U. S.Patent 2,351,646 of June 20, i944) To this end, the selector connectswith an air valve 28 which controls the flow of air from the tankthrough a conduit 29 communicating with a pieton cylinder 3U. As bettershown in Figs. 1 and 4, the power take-off also connects laterally witha governor :tti which, in turn, connects with a carburetor 3G associatedwith the engine.

The terminals of generator 23 are connected by wires to a socket iii]secured to housing 2li and a cable il having a plug at each end isconnected one end to the socket and at the other end to a terminal box42 mounted on the front end of body H5 on the tank trailer.

A' second cable 45 is connected at one end by a plug to the terminal boxand extends lengthwise of the trailer to, and connects with, a lateralcable et intermediate its ends. One end of the lateral cable connectswith the terminals of a motor lll, while' the other end connects withthe terminals of another motor d8. The motors are shown mounted onopposite sides of the trailer intermediate its ends, secured to atransverse support 49, although they may be located at any otherconvenient place, for example at the rear of the trailer. The motors areprovided with switches 5e and 5i, respectively, by which either one orboth of the motors may be connected electrically to the generator.

As shown diagrammatically, the shaft 55 of motor 47 connects with a pump55 and the shaft l of motor t8 connects with a pump 58, both pumps beingsecured to a transverse support 59. The pumps may, of course, vary innumber and be located at any convenient place. An inlet pipe tl connectsthe inlet side of pump 5t with an opening |55 in the bottom of the tank,while an outlet pipe 66 connects the outlet side of the pump with ameter El; the meter being provided with a suitable discharge connection68. In a similar manner, an inlet pipe lll connects the inlet side ofpump 5B with an opening H in the bottom of the tank while an outlet pipe'|12 connects the outlet side of the pump with a meter i3; the meterbeing provided with a suitable discharge connection lit.

Returning to the tractor, as shown more particularly in Figs. 4 and 5,power take-off te is contained in a housing 8c suitably supported bytractor chassis 8|. In the construction shown, moving from right toleft, an end plate 8| is integrally secured to forward propeller shaftsection 2|, the end plate in turn being integrally secured by means ofbolts to a complementary end plate 83 integrally secured to the driveshaft Sift of the power take-off. A main power take-off gear is freelymounted on the drive shaft intermediate its ends. In the constructionshown, a bevel gear is employed, being provided with circumferentiallyspaced teeth 9|. The gear is normally free from rotation with the driveshaft, being supported on bearings (not shown), when the truck is inmotion.

i-Text, moving from left to right, an end plate S33 is integrallysecured to rear propeller shaft section 22, the end plate in turn beingintegrally secured by means of bolts to a complementary end plateintegrally secured to the driven shaft te of the power take-off. Theforward end of the driven shaft terminates in a hollow socket ill intowhich the rearward end of drive shaft Se nts. Circumferentially spacedclutch teeth et are provided at the forward end of the hollow socket ofthe driven shaft.

A clutch lili) is slidably mounted on drive shaft ii@ intermediatehollow socket 9i of driven shaft Siti and main power take-off gear t.Circumferentially spaced clutch teeth lill are provided on the rearwardend of the clutch adapted operatively to mesh with hollow socket clutchteeth QS. Circumferentially spaced clutch teeth |62 are provided on theforward end of the clutch and are adapted operatively to mesh with mainpower take-0K gear clutch teeth |63. The clutch is splined to the driveshaft in such a way that the clutch may be slid or moved back and forthlonigtudinally of the drive shaft and not circumferentially. A shifter|05 is associated with the clutch, the lower end of the shifter beingbifurcated to form a yoke made up of a pair of spaced and opposed armsIct and |01 fitting within a circumferential groove Ulli in the mid-section of the clutch. The upper end of the shifter is integrally mountedon a lateral shaft |89 resting in spaced bearings H0 and in housing 8ecovering the power take-off mechanism. The rearward end of the shaftextends a suitable distance beyond power take-off housing through atransverse chassis support H5 to become a piston rod H5 secured to apiston head ll in piston cylinder til. A metal cup or re'- tainer i8 isintegrally secured to the shaft near housing tti, being just far enoughto the left to allow the necessary lateral play of the shaft withoutbearing against the housing. A metal cup or retainer H9 is mounted onthe transverse chassis support around shaft |09. One end of a tensionspring itil mounted on the shaft in tegrally secured to the nrst metalcup or retainer Ht and at the other end of the second metal cup orretainer H9. The spring is normally under sufcient tension to pull shaftN39 to the left as far as it will go, thus pulling shifter |65 to theleft and thereby keeping clutch teeth I0! of the clutch in meshedengagement with clutch teeth Sil in hollow socket Sl. In this way, powerfrom engine It may be transferred directly to the rear wheels of thetractor.

In the particular construction shown, three power take-olf pinion gearsI 25, |26 and |21 are in mesh with teeth 9| of main power take-olf gear90, the pinion gears being integrally secured to power take-off shafts|28, |29 and |30, respectively. Power take-off shaft |28 is verticallydisposed and becomes, or is suitably, coupled to ther shaft of generator23. Power take-off shaft |29 is horizontally disposed and is a spare tobe used for any additional purpose. Power take-olf :Barranco :shaft |30.is also horizontally idisposedfinxthe opposite direction, Tandterininate'sin La fsmall 'bevel gear |3 I i securedtheretoS-'and vinimeshv with a :small bevelgear f|`32 seoured to 1-the=end fof affiexibleshaft I3 3, 'the imei-gears rbeing `ine. ihousing -'I`34 andthe flexible l"shaft in lia 4v(housing |35.

A small bevel gear 140 is securedttoithe other `end of therlexiblefshaft withiniahousingI-'M for governor 35. The ilattergear, insfturn, meshes with a small bevel gear |42 securedlto thelow'er end ofspindle |43. 'The lgovernorishown is of the conventional pendulumtypefvvithfra pairof lower ends of the'arms A'are secured ;to 'arotatable collar '|52 secured 'tov a complementary groove'd 'sleeve |53'adapted to Jmove up vand down the spindle as the b'alls rise fand falldurin'gtheir revolving movements. Albell icrankllever |154 is pivotallysecured to the .governor'hous'ingTat 155, the upper armbeingibifurca'ted andiittingfin'fthe groove of 'collar `I'53;-'and 'the'lower -arfm being secured-to an extension'rod'l'at |59. yTheother endof the 4extension Lrod vispi-vo'tally secured :at ISI to an arm |62integrally 'secured -toallateral shaft |63 extending 'throughv'carburetor f36, a throttle valve or butterflydamperl l'beingintegrally seouredto lthe-'shaftwithin thecarburetor to regulate `theflowof fuel 'and air therethrough to the engine.

As more-particularly shown i'nnFig. i4, .thecarburetor is also providedwith a-conventional governor I 10 suitably `coupled at `'one side bymeans of a shaft I1| land gearing v(n'otshown) in housing |12tothe-crank shaft rI"|3o"f the engine.` 'At the other side, the:governor is :coupled through a -pivotingarm I14, an 'extensionrod 111-5Zand .a pivot arm I 1t to a throttle valve orbutterflydamper (notshown). The objectofthls conventional governor is, of course, vtorn'ake`itlimpossible for afdriver of the tractorto exceedIa-certain `speed l.r

limit. It will be'n'otedtha'tlthe throttle. valvein the carburetor forithe conventional `.governor `is placedabo'velthat of the special'governor, so that the latter canbe operated independently of 'theformer. The carburetor lisv provided with the usual 'air line "or ductV|11land .fuel llin'e iI1^|8 terminating Vin .a mixingch'arribe'nin thelower `part of the carburetor. The upper kend of th'e carburetorterminates yin the usual `manifold I'19'communicating withthefpistoncylinde'rs of the engine.

The governor 35, throughfthefmechanismLabove described, is effective tolimit the lspeed f the engine, or the number of vrevolutions*perlminutethereof, to 'that `less than permitted `'byith'e conventional governor|10.

Referring to Fig. A3, which 'showsthe fore lpart of tractor `'Illcontaining the-generator asitfwould normally face the curb cfa-street, aVtachometer |85 is secured to housing L24iofdgenerator 123. Thetachometer is suitablyv'oonne'ctedtofthe shaft of the generator or toone of the lpo'we'r Ltake-olf shafts to indicate rthe revolutionsy`fp'er minute vof the generator 'when the latter is 'operativelycoupled vto power 'take-01T L20 and 1engine '|=6. A voltl meter |81 -isalso secured ftofthef'generator housing, being suitably lconnected- '=tothe vvgenerator, yto indicate the amount o'f eurr'ent 1vo1tagegenerated.

The vapparatus just described-ima@ bef-'operated as follows:

-thustolpass Aair fromtank 21 through conduito29 |30 are also rotated.

Normally, @as zpointed "out above iin-'referring .ato

il-'ig. i5 more especially, :spring |20 'keepsfrshifter 'clutch Illlll'in' meshed engagement with `clutch lteeth'lSB in'hollow Vsocket 91.from `engine `||5 may -be transferred directly-to Tthe rear'wheels ofthe tractor because if'orwrd propeller shaft section 2 I driveishaft 84go'f power '-takee'off '26,'driven shaft 96 of thepowertake-aoff and`rear propeller `shaft section 22 vare coupled. AThese"elementsremaincoupled whether or not transmission I-1fis in gear :with thecrank-Shaft 'of engine I6.A Transmission of.' power throughfthe Kelements takesaplace of course only-'iftheacrank shaft is ""in gear withthe transmission, `-infelthe .customary manner.

IAWhen '.it is desired Vto voperate generatoren fand hence. powerrtake-off l2Q, engine 'I6 l'is Apermitted to4 operate fat a suitable'butsuilicientidlingfspeed. Selector 125 is operated'to openair valve-28vand into vpiston l"cylinder 38. A suincient amount iof -air islpassedto.the cylinder'to force 'piston head `I'.I-1 forwardly. This, in turn,for'cesmpistonfrod |I6 .and hence lateralshaft |09 forwardly, fthusincreasinguthe tension in spring y|20 while forcing -it forwardly. As aresult of this .movement-of lateral shaft |09, shifter fmoves rforwardlywhile simultaneously moving clutch` i for.-

'wardly This .causes clutch teeth '|98 and I IIJrI "to becomedisengaged. If the crank shaft of Yengine I6 and transmission I1 are notin gear :they

zare "now placed in that position so that power `is transmitted throughpropeller shaft sectioni2i| and drive shaft A'84 `of the power take-olf.shift'er. |05 vcontinues to move still fartherfforward, clutch=teeth|92atthe forward lend lofthe clutch. are broughtintoimesh with.powerftake-.oi :gear clutch 'teeth I U3.

Drive kshaft '84 is then locked to 4main power take-'oli' gear Sfahdsince teeth 9| of the gear `are'innlesh with the teethfof piniongears|25,

`|26 Vand 121, `power takeeof shafts |28, |29 and Since power take-off.`shaft |1239 is merely indicated asa spare, it need-require no furtherattention. Power take-olf shaft |128,

'howeverjiscoupled to generator 23'so that ro'ta- 4tion ofthe shaftpermits the generation of elec- 'tri'cal F current. `the'teethofxpiniongear |215 is such Vas to vper-'mit rotation of power take-offshaft |28 and hence of generator 23 a sumcient number of revolutions perminute to permit generation of 'the `desired amount vof current voltage.It will be=clearfthat the geherator'may be driven at a high speed whiletheengine is driven at a slow speed.

-fAs more particularly shown in Fig. Leur-rent fis -carried from theterminals of generator 23 Athroughroable'4| rto terminal box '42 `at thefront -en'diof 'body I5 `on the tank trailer. `Current is passed throughsecond cable 45, also connected 'to lthe terminal box, and lateralcable-46 and Vvliencetheterminals of motors v41 and48. 'SwitchesvVEIVand 5| are suitably operated to connect'either -one 'orboth of themotors electrically tofgenerator 23.

Rotation of power take-off shaft I3Ilalso rotates Vsmall'bevelzgear I3Iandhence small'bevelgear 1|32,fiexible shaft-|33, small bevelgear|40'inzgovil-45'and |46, pendulums |41 and |48, supporting armsflf49an'd|50, collar |5|, collar '.I52and-sleeve |53.' The .greaterthespeed'ofrotation ofall'of fithese elements, thehigher balls ^I45and 1146 risel=in housing t|:4'I of governor 35.*V :As .the Y ba'Jlsafsr.,

collar |52 and sleeve |53 `also rise about spindle |43.' Since thecollar, to which the upper arm of bell crank lever |54 is secured, isfreely mounted on the lower end of sleeve |53 so that it can rise andfall therewith, although not rotating, the upper arm of bell crank lever|54 rises about pivot I 55. When this occurs, the lower arm of the bellcranklever is moved inwardly toward the governor, thus pulling extensionrod |58 toward the governor. This movement also pulls arm |62, whichcauses lateral shaft |63 to turn, whereby butterfly damper ltd is movedin a direction to throttle the mixture of fuel and air passing throughcarburetor 36 to engine I6.

By coupling engine It, power take-off 2l), gen erator 23, governor 35and carburetor 35 in the manner indicated, the apparatus may be operatedwith a great deal of efficiency. The engine may be speeded up when thepower take-off, and hence vthe generator, is first started to maintainthe generator at a predetermined optimum and con stant speed. Thisassures an immediate and con stant supply of current to operate motorsil and d8 on the trailer. Also, the engine may be slowed -down whenoperation of the power take-off, and

hence the generator, is stopped. This coupled arrangement is also highlyuseful because it assures a constant supply of current even when achange is made in the number of motors used on the trailer. in or out ofthe circuit while motor 48 is in operation.

In normal operations, the operator will know approximately the enginespeed required to generate the desired amount of electricity. The engineis therefore permitted to idle at a somewhat higher speed, reliancebeing placed on special governor 35 to keep the engine throttled downautomatically to the speed required to operate the generator at thespeed required to generate the desired amount of current. He will ofcourse be guided to a certain extent by the readings obtained fromtachometer it and volt meter |81 but will depend on the special governorto increase or decrease the engine speed as required particularly onstarting and stopping the generator.

It will be clear to those skilled in this art that the above-describedapparatus is merely illustrative and that the practice of the inventionreadily lends itself to a number of useful modifications.

I claim:

1. In a motor vehicle having an engine, a carburetor for supplying agaseous fuel mixture to the engine, a throttle valve for normallycontrolling the supply of gaseous mixture to the engine and a propellershaft which is driven by the engine; the improvement which comprises apower take-off, means for selectively connecting said power take-off toand disconnecting it from said propeller shaft, a generator supported bythe vehicle, means operatively connecting said power take-off to saidgenerator, a second throttle valve for controlling the supply of gaseousfuel mixture from the carburetor to the engine independently of saidfirst-mentioned throttle valve, said second `throttle valve normallybeing maintained in a position inoperative to throttle the engine, agovernor, means operatively connecting the power .take-off to thegovernor for operating the same, 1 and means operatively connecting thegovernor to the second throttle valve, said last-named connecting meansbeing so controlled by the governor that when the power take-off isconnected to the propeller shaft .and the engine is operated above Motorlil may, for example, be cut ;v

a predetermined speed above its idling speed the governor operates thesecond throttle valve to reduce the gaseous fuel mixture supplied to.the engine, whereby when the power take-off is operatively connected tothe propeller shaft the engine may be operated at a substantiallyconstant and predetermined speed above the idling speed of the engine toassure the generation of a substantially constant and predeterminedamount of electrical current.

2. In a motor vehicle having an engine, a propeller shaft which isdriven by the engine, a carburetor for supplying a gaseous fuel mixtureto the engine, a throttle valve for normally controlling the supply ofgaseous mixture to the engine and a governor for normally preventingoperation of the engine above a predetermined speed; the improvementwhich comprises a power take-on, means for selectively connecting saidpower take-off to and disconnecting it from said propeller shaft, agenerator supported by the vehicle, means operatively connecting saidpower take-olf to said generator, a second throttle valve forcontrolling the supply of gaseous mixture from the carburetor to theengine independently of said first-named throttle valve, said secondthrottle valve normally being maintained in position inoperative tothrottle the engine, a second governor, means operatively connecting thepower take-ofi to the second governor for. operating the same, and meansoperatively conu necting the second governor to the second throttlevalve, said last-named connecting means being so controlled by thegovernor that when the power i take-off is connected to the propellershaft and the engine is operated above a predetermined speed above itsidling speed, the second governor operates the second throttle valve toreduce the gaseous fuel mixture supplied to the engine, whereby when thepower take-off is operatively connected to the propeller shaft theengine mayv he operated at a substantially constant and predeterminedspeed above the idling speed of the engine and below the maximum speedpermitted by the first-mentioned governor to assure the generation of asubstantially constant and predetermined amount of electrical current.

3. In a motor vehicle having an engine, a propellei` shaft which isdriven by the engine, a carburetor for supplying a gaseous mixture tothe engine and a conventional throttle valve for controlling the supplyof gaseous fuel mixture to the engine; the improvement which comprises apower take-off having at least two power take-off shafts, means forselectively connecting said power takeoff to and disconnecting it fromsaid propeller shaft, a generator supported by the vehicle, one of saidpower take-off shafts being operatively connected to said generator, asecond throttle valve for controlling the supply of gaseous fuel mixturefrom the carburetor to the engine independently of said conventionalthrottle valve, and a governor for so controlling said second throttlevalve that the engine may be operated at a predetermined speed above theidling speed of the engine to assure the generation of a substantiallyconstant and predetermined amount of electrical current, the other ofsaid power take-off shafts being connected to said governor foroperating the same.

4. In a motor vehicle having an engine, a propeller shaft which isdriven by the engine, a carn buretor for supplying a gaseous fuelmixture to .the engine and a conventional throttle valve for controllingthe supply of gaseous mixture to the anvagsoz engine; the `improvement,which comprises a power take-off having at least two power take-olfshafts, meansforiselectively connecting-said power takeoanddisconnecting it from said propeller shaft, a'generator-supportedrbythe-vehicle, one of. said power take-off shaftsbeing loperativelyconnected to said generator,a-second throttle-valve for controll-ingythe -supply of gaseous fuel'mixturefrom thex carburetorto the engi-nenindependently I of said conventional throttle-valve-,1' a governor forso controlling said second throttle -valve that the enginemay'beoperatedat a 7predetermined-speed above the idling-speed of-the engineto assure the generation of a-substantiallyconstant and predeterminedamount ofelectrical current, the other of said power--take-off vshaftsbengyconnected to -saidA governorforoperating thesame, and means forrendering-said Agovernor ino-perative and `for f maintainingsaid -secondthrottle val-veopen when the-generator is not operatively connected-tothe-propeller shaft through said power take-off:

5. Ina motor vehicle havingsets of front and rear wheels, Aan engine, apropeller shaft for transmitting power from the :engine includingvadrivesectionand a driverrsection,l driving means operativelyconnecting'the driven section ofthe propeller shaft to one of the sets of wheels, aclutch for connecting the engine to the drive section of the propellershaft and disconnecting it therefrom, means for selectively connectingand' disconnecting the drive and driven sections of the propeller shaft,a carburetor for supplying a gaseous fuel mixture to the engine and athrottle valve for normally controlling the supply of gaseous fuelmixture to the engine; the improvement which comprises a power take-olf,means for selectively connecting said power take-off to anddisconnecting it from the drive section of the propeller shaft, agenerator supported by the vehicle, means operatively connecting thepower take-off to the generator, a second throttle valve for controllingthe supply of gaseous fuel mixture from the carburetor to the engineindependently of the first-mentioned throttle valve, means normallymaintaining the second throttle valve in a position inoperative tothrottle the engine, a governor, means operatively connecting the powertake-off to the governor for operating the same, and means operativelyconnecting the governor to the second throttle valve, the action of thelast-named connecting means beingl so controlled by the governor thatwhen the power take-off is connected to the drive section of thepropeller shaft and the engine is operated above a predetermined speedabove its idling speed, the governor operates the second throttle valveto reduce the gaseous fuel mixture supplied to the engine, whereby whenthe drive and driven sections of the propeller shaft are disconnectedand the power take-off is operatively connected to the drive section ofthe propeller shaft and the drive section of the propeller shaft isoperatively connected to the engine through the clutch, the engine maybe operated at a substantially constant and predetermined speed aboveits idling speed to assure the generation of a substantially constantand predetermined amount of electrical current.

6. In a motor vehicle having sets of front and rear wheels, an engine, apropeller shaft for transmitting power from the engine including a drivesection and a driven section, driving means operatively connecting thedriven section of the propeller shaft to one of said sets of wheels, a

clutchi for.' connecting the:v engine: to vthe drive section of the.propellery shaft f and: disconnecting..

ittherefr'om, meansfor selectively connecting and-disconnecting the:drive and driven sections of the propeller shaft, a: carburetor forsupplying. aigaseous Yfuel lrnixturey torthe engine, a .throttle valvefor normally'rcontrolling.the supply of gasecus fuel mixturefromfthe"carburetor to the engine and..a:governor2for normallypreventing. operation of. the. enginefrabove .as predetermined speed;the improvement which comprises a power take-Dif, means for. selectivelyconnectingvv said powerl take-off to and: :disconnecting- `it fro-mvthe.

drive section-i-of-th'efpropeller shaft, agenerator supported by theIvehicle, means operatively vconnecting. the-powertake-oitouthegenerator, a

seccndlth'rottle valve forcon-trolling. the supply of gase-ous fuelmixture frommhe carburetor to the engine independently of'saidirst-mentioned! throttle valve,A means normally `maintaining saidsecond throttle Avalve in a position inoperative to throttle the`engine;l aL second. governor, means operatively connectingthe'powertake-off to the second governor;v for operating," the same, and

power take-off is operatively connected. to thedrive section of thepropeller shaft and the engine is operated above a predetermined speedabove its idling speed, the second governor operates the second throttlevalve to reduce the gaseous fuel mixture supplied to the engine, wherebywhe-n the drive and driven sections of the propeller shaft aredisconnected and the power take-olf is operatively connected to thedrive section of the propeller shaft and the drive section of thepropeller shaft is operatively connected to the engine through theclutch, the engine may be operated at a substantially constant andpredetermined speed above its idling speed and below the maximum speedpermitted by the first-named governor to assure the generation of a,substantially constant and predetermined amount of electrical current.

7. In a motor vehicle having sets of front and rear wheels, an engine, apropeller shaft for transmitting power from the engine including a drivesection and a driven section, driving means operatively connecting thedriven section of the propeller shaft to one of said sets of wheels, aclutch for connecting the engine to the drive section of the propellershaft and disconnecting it therefrom, means for selectively connectingand disconnecting the drive and driven sections of the propeller sha-ft,a carburetor for supplying a gaseous fuel mixture to the engine, athrottle valve for normally controlling the supply of gaseous fuelmixture to the engine and a governor for normally preventing operationof the engine above a predetermined speed; the improvement whichcomprises a power take-off having at least two power take-off shafts,means for selectively connecting said power take-olf to anddisconnecting it from the drive section of the propeller shaft, agenerator supported by the vehicle, one of the power take-off shaftsbeing operatively connected to the generator, a second throttle valvefor controlling the supply of gaseous fuel mixture from the carburetorto the engine independently of said first-mentioned throttle valve,means normally maintaining said second throttle valve in a positioninoperative to throttle the engine, a second governor, the other of said11 power take-ofi` shafts being operatively connected to said secondgovernor for operating the same, and means operatively connecting thesecond governor to the second throttle valve, the action of saidlast-named connecting means being so controlled by the second governorthat when the power take-off is connected to the drive section of thepropeller shaft and the engine is operated above a predetermined speedabove its idling speed, the second governor operates the second throttlevalve to reduce the gaseous fuel mixture supplied to the engine, wherebywhen the drive and driven sections of the propeller shaft aredisconnected and the power take-off is operatively connected to thedrive section of the propeller shaft and the drive section of thepropeller shaft is operatively connected to the engine through theclutch, the engine may be operated at a substantially constant andpredetermined speed above its idling Y speed and below the maximum speedpermitted by the first-named governor to assure the generation of asubstantially constant and predetermined amount of electrical current.

HORACE R. VAN VLECK.

REFERENCES CITED The following references are of record in the file ofthis patent:

Nul'nbel Number UNITED STATES PATENTS Name Date Lyndon Oct. 7, 1902Gravell et al Oct. 6, 1908 Pearson July 4, 1911 McKeen, Jr Sept. 5, 1911Pearson June 17, 1913 Clark July 25, 1916 Hopper Oct. 14, 19241. JensenApr. 3, 1928 Post, Jr May 26, 1931 Froelich Sept. 22, 1931 Brown et alFeb. l2, 19135 Gustafson Dec. 10, 1935 Davey Aug. 18, 1936 SousedikSept. 27, 1933 Howard Nov. 29, 1938 Brunner Oct. 31, 1939 BartholomewSept. 3, 1949 Van Vleck July 10, 194.5

FOREIGN PATENTS Country Date Germany Jan. 31, 1929 Great Britain Oct.12, 1942 Germany Sept. 5, 1933 Certificate of Correction Patent No.2,472,450. June 7, 1949.

HORACE R. VAN VLECK It is hereby certified that errors appear in theprinted specification of the above numbered patent requiring correctionas follows:

Column 6, line 29, for clutch 100 read clutch 101 line 30, for 101 read100; column l2, line l0, list of references cited, for patent number1,644,562 read 1,664,592; and that the said Letters Patent should beread With these corrections therein that the same may conform to therecord of the case in the Patent Ofce.

Signed and sealed this 8th day of November, A. D. 1949.

[SEAL] THOMAS F. MURPHY,

Assistant Commissioner of Patents.

Certificate of Correction Patent No. 2,472,450. June 7, 1949.

HORACE R. VAN VLEOK It is hereby certified that errors appear in theprinted specification of the above numbered patent requiring correctionas follows:

Column 6, line 29, for clutch 100 read clutch 101 line 30, for 101 read100; column 12, line 10, list of references cited, for patent number1,644,562 read 1,664,592; and that the said Letters Patent should beread with these corrections therein that the same may conform to therecord of the case in the Patent Oce.

Signed and sealed this 8th day of November, A. D. 1949.

[SEAL] THOMAS F. MURPHY,

Assistant Commissioner of Patents.

